Carburetor



Oct. 27, 1936.v

c. sANcToRUM 2,058,831

ACIARBURETOR Filed Oct. 2, 1934 5 Sheets-Sheet 1 A 54 35 55 sa Hg. l

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' Oct. 27, 1936.. c. sANcToRUM 2,058,831

, CARBURETOR Filed oct. 2, 1934 5 sheets-sheet 2 nl l 154... l n

Oct. 27, 1936. C, SANCTORUM 4 2,058,831

CARBURETOR Filed Oct. 2, 1934 5 Sheets-Sheet 3 Oct. 27', 1936. 3, SANCTQRUM 2,058,831

CARBURETOR Filed Oct. 2, 1934 5 Sheets-Sheet 5 @5a/72C forum Petented oet. '27, 1936 UNITED STATES PATENT oFFlcE CARBURETOR Charles Sanctorum, Pantin, France, assignor to Societe S. P. H. I. N. X., Pantin, France Application October 2, 1934, Serial No. '746,578

In France October 4, 1933 y 8 Claims. The present invention relates to a carburetor device with multiple independent diffusions and great ilexibility by the successive use of a number of independent sprayingv nozzles and emulsifiers. These emulsiers give "a Whole range of gaseous stream lines at every normal speed and av reserve of power at all speeds. This object may also be attained by utilizing systems `of emulsion in one piece (spraying nozzle,.emulsii'ler and means for regulating the ow of air) as will be explained below.

A further object of the invention is to obtain from the motors a. power greater than that hitherto obtained, and a substantial economy of fuel by the complete and rational utilization thereof.

Yet another object is to provide for the utilization not only `of light fuels but also of heavy fuels.

Still a further object is to suppress detonations in the .motors which are very prejudicialto the motors themselves and very disagreeable when driving. y

An advantage also results from a ready accessibility of the externally arranged spraying nozzles, which can be removed by means of a screwdriver or even by, means of Ea mere coin without dismounting the apparatus.

This carburetor device may be of two types, one with horizontal admission and one with vertical admission. i'

Two embodiments of the invention are illustrated in th'e accompanying drawings, in which:

Figures 1, 2, and 3 are profile, elevation and plan views respectively of a rst embodiment' of the apparatus according to the invention.

For the sake of clearness certain details, such as buttery valves, axial grooves, extension of diffusion ducts into the pipe and so forth, are omitted in these three figures, but are shown iii the various sections. 1

Fig. 4 is an outside prole viewkof the iloat a chamber from the side. I

- Fig. 5 is an elevation View of the spraying noz.. zles from the side. i

. \Fig. 6is a view ofthe admission pipe or upper Fig. 10 is a, section of a modification of an emulsier in :one piece.

This emulsier, the upper part a of which is calibrated for the purpose of regulating the air, and the lower and thinner part b is pierced 5 through its length in two different diameters c and d. The duct of smaller diameter, starting nfromvthe bottom, where the fuel enters, rises.

just above the constant level. An air-hole e for the emulsion of the fuel opens into the duct c of 1'0 smaller diameter above the constant level.

Fig. 11 shows a view of the control system for rapid opening of the buttery valves.

Fig. 12'is a modification of the control system, for slowopening of the butterily valves. 15

Fig. 13 is a partial section of the starter.

Fig.'14 is an outside view of the air inlet side.

Fig. 15 is a View in section through the axis oi one of the emulsion bodies, parallel tothe median plane of the air admission duct, of a section em- 20 bodiment of the apparatus. f

Fig. 16 is a view of the same apparatus in section on a plane perpendicular to that of Fig. 15 and 'passingthrough the axes f two adjacent emulsion bodies. i

Fig. 1'? represents the same apparatus in section on the line ct-d in Fig. 2. f

Figure 18 is a schematic view in longitudinal section of the carburetor, itvbeing supposed that y the emulsitiers are arranged in one land the same 30 line.

Figure 19 shows `the mounting of the pivot of the butteriiy valves.

In these drawings, A is the admission pipe or y upper body of the carburetor. It is into this pipe 35 the float chamber, that the fuel inlet is located,

and also the filtering strainer, the needle, the well shaft, the spraying nozzle and the suction duct of the starter, the airholethe buttery valves, the pivots, controlling means and return 50 springs thereof, andthe suction hole of the idling means. j

C is the lower body, comprising .the iloat chamber and its float, with a lodgment for the well Shaft of the starter, the air inlet, in which a'lter 66 D is acasing, having inside it the means for 4 controlling the butterfly valves, and having on the outside a disc pierced with holes for the positioning of the acceleration lever, and also the acceleration lever itself.

In the various figures, I denotes the admission pipe or upper body, 2 the intermediate part of the carburetor, 3 the lower body, 4 the casing, 5 the fuel inlet, 6 the ltering screen that stands across the path of the fuel, 1 the needle, 8 the iioat chamber, 9 the float, I0 a duct conveying fuel to the spraying nozzles, the spraying nozzles, I2 the ducts conveying fuel from the spraying nozzles to the emulsiers, I3 the emulsion bodies, I4 the emulsion holes, I5 the cup of the emulsier, I6 the cap of the emulsifler, I1 the air-holes pierced in the emulsifler cap, I8 the diffusion ducts, into which the calibrated caps of the emulsifiers penetrate for the purpose of regulating the air, I9 the air inlet, which may be equipped with a filter, 20 the lodgments for the butterfly valves, 2| the butterfly valves, .22 the pivots of the butterfly valves, 23 the operating grooves for the antagonistic springs of the butterfly valves, 24 the springs themselves and their lodgments, 25 the cams for controlling the butteriiy` valves, 26 a stepped sector for controlling the various butterfly valves, 21 the regulating screw of the idling device, 28 a disc pierced with a ring of holes for the positioning of the accelerator lever, 29 the acceleration lever, 3D the well shaft of the starter, 3| the spraying nozzle of the starter, 32 the suction duct of the starter, 33 the suction chamber of the starter, 34 the suction hole of the starter, 35 the means for closing the suction hole of the starter, which means may consist of a plate, a needle or a hemisphere, 36 the antagonistic spring of the said closing means, 31 the air spraying nozzle of the starter, there being one or 'two such spraying nozzles according to the stroke volume of the motors, 38 the cover of the starter, 39 the bracket for the starter lever, 4|) the starter lever, 4| the air admission flap valves, 42 the pivots `of the ilap valves, 43 the metal boxes, 44 the cone or bell mouth of the emulsiflers,' and 45 the emulsion tube.

As will be seen more clearly in Figure 18, fuel from the constant level chamber 8 is fed to the various drowned jets II (Fig. 18) through the duct I Il, this duct extending from the constant level chamber up to the last of the spraying nozzles II.

From each of these jets I I the fuel passes to the emulsifers I3 through the ducts I2. For the sake of clearness these emulsiflers are shown in a straight line (Fig. 18) but in the construction' they are arranged in a staggered formation in order to reduce the length of the apparatus (Fig. 4).

Above each of the Working spraying nozzles placed at the centre of a circular passage I8 is situated the throttle valve 2|, which controls the said passage.

Each throttle valve 2| is mounted upon a pin 22 which pivots in the body of the carburetor and comprises at one of its ends a slot I3 in which i's lodged (Figure 19) the end of the spiral return spring 24, the other end of which is engaged in a cavity formed in the body 2 of the carburetor.

The spring is thus contained in a lodgment of circular section and vof suilicient depth which is hollowed in the body of the apparatus. Conseouentlv it does not project externally.

All these spring lodgments are covered by an elongated plate which is shown in Figure 14.

The other' end of each of the pins 22 is rigid with the cam 25 and the three pins are arranged (see Figure 18) in such a way that they are parallel but arranged on one and the same cylinder, the axis of which is precisely the axis of oscillation of the sector 26, the angular movements of which are controlled by the lever 29 (Figures 1, 2, and 5).

When it swings the sector 26 acts successively on the cams 25 and opens the throttle valve 2| successively, thereby producing also the successive operation of the jets I3.

When the sector 26 returns backwards under the action of the return springs 24, the cams 25 return to their initial position which corresponds to the closure of the throttle valves.

'I'he last drowned jet is the slow running jet and its spraying nozzle delivers into a passage which comprises no throttle valve. Thi's passage at its upper part near the outlet into the single supply pipe is of smaller diameter and may be more or less obstructed by means of the'screw 21 which thus regulates its delivery by acting upon the total emulsion.

ures 16 and 17 draws fuel from the wells 30 which are integral with the chamber 8. The emulsion follows vthe duct 32 and enters a chamber 33 communicating on the one hand with the atmosphere through a calibrated orice 21 which permits the entry of the necessary air to complete the emulsion, and on the other hand with a chanfnel 34 which leads into the admission pipe.

A slide valve 35, externally operable, permits the passage into the chamber 33 to be more or less obstructed. y

The starter operates in the following manner.- By pulling upon the cable, the handle) of which is placed on the roof dashboard, the suitably shaped lever 40 is moved. One arm of this lever pene- Virs trates into a groove formed in they tail of the closing means 35 and raises the latter, uncovering the suction hole 34.

The'motor which is being started draws in at the same time through the suction hole 34 air from the air spraying nozzle 31 and fuel already emulsifiedjn the spraying nozzle 3| through the suction duct 32. 'I'he starter spraying nozzle 3| plunges into the well shaft 30, where it forms a joint. This spraying nozzle is in communication with the air by its upper part and with the fuel by its lower part. Suitable holes serve for the suction of the mixture.

For the purpose of replacing the starter at stoppage, push back the pulling handle. The closing means 35 closes the hole 34 when it rests upon its seat, where it is maintained by the partial vacuum and the spring 36, which is utilized for this purpose. When the engine is running and the hole 34 is closed by the closing means it is possible without inconvenience andwlthout occasioning trouble in the running of the engine to remove the sprayingnozzle 3|, which is externally located, by means of a screw-driver or a coin.

The control of the starting device may equally well be arranged in the intermediate part B of the carburetor, as shown in Fig. 17, the suction hole 34 opening into the admission pipe immediately above one of the butterfly valves 2|. This arrangement facilitates the demounting and cleaning of the starter by limiting to two parts only of the apparatus the lodgment of the piping .that

concerns it. In this embodiment, on the other hand, the emulsion air is drawn by suction into' the float chamber and the emulsion is produced in the central tube 3 I, whence it is sucked directly by the motor.

The main object of this starter is to obtain an easy start, `even at the lowest temperatures.

When the engine is idling the suction of the engine is exerted bothupon the starter, the latter being in its running position, and upon the idling device. If the starter is closed the suction bears slowly upon the idling means.- f This idling device', the regulating of which is obtained independently of the control by means of the screw 21 is not a rudimentary device but a true carburetor, though small, having its own spraying nozzle and emulsifler. l,

When running, in order to obtain the desired position of the acceleration lever 29, the step of this lever should first be engaged in one of the holes in the disc 28, which is pierced with a ring Aof holes, thereby enabling the acceleration lever to be moved in every direction.

In order to increase the steady motor when it is idling it is suicientto move the acceleration lever 29, by pushing, pulling, raising and so forth. This acceleration lever 29 actuates a stepped sector 26, one of the'steps of which, by means of the cam 25 which terminates the pivot 22 of one of the butterfly valves 2I, opens the latter. While this operation is being effected, a 'second step on the sector 26 opens in its turn a second and a third of the butterfly valves 2|. When one of the butterfly valves 2I opens, the motor sucks in air through the passage formed between the calibrated cap IIl and thedlffuslon duct I8 and sucks in already. emulsified fuel through the emulsion body I3.

'I'he fuel, the admission of which is regulated by the spraying nozzles I I, is in the emulsion body I3 and in the chamber I5 Where the level is kept constant. Air passing through the holes I1 in the cap I6 ascends along the chamber I5, penetrates into the interior, and emulsiiies the fuel in passing through the holes I4, which are staggered in height or grouped in the lower part of the emulsion body I3.-

The fuel containedlin the chambers I5 consti- I I tutes a very substantial reserve of power.

The number of butterfly valves 2| and emulsiflers may of course vary according to the cylinder capacity of the motors, from which it follows that the stepped sector 26 should be of appropriate form, and that it may be either simple or in stages in Figs. 15, 16, and 17 of the drawings, the air inlet I9 of`the apparatus is shut off, when the apparatus is not working, by flap valves 4I, whichtend con- I Astantly to assume their closed positions, either under the mere action of gravity, as shown in the drawings, or under the action of springs or other suitable devices. the flap valves 4I consist' of two metal blades articulated longitudinally upon pivots 42 arranged `above their centres of gravity and a short distance away from their middle planes. When the carspeed of the In the embodiment illustrated,`

buretor is operating, since the partial vacuum produced by the engine tends to draw in air, Athe flap valves 4 I, under the influence of the pressurel differences exerted l upon their faces, oscillate about their. pivots 42 and allow air to pass, but on account of their intrinsic inertia this opening is onlyfeifected after a certain delay, so that when the butterflyy valve 2I opens, the partial vacuum, not diminished by the admission of air, causes a sudden entrance of fuel before the normal' equilibrium of pressures is' established by the opening of the valves 4I. This la'g in opening is obviously very short, but it is sufficient `to occasion, when the valve does open, a rush of fuel, which facilitates the establishment of the steady speed of the motor corresponding to the functioning of` the emulsifying and diffusing members that come into action.

In this embodiment the diffusing apertures of the emulsion members comprise perforated metalsheets or Wire gauze 4I!` with very fine apertures similar to those of the fuel .strainers 'I'hese sheets 43 are placed between a conically bored member 44 and the emulsifler cap I 6. Y.

'I'he function of these perforated metal-sheets is to atomize the little drops of fuel that are suspended in the emulsion and thus to ensure the homogeneity of the mixture admitted to the engine. The conical boring of the members 44 imparts to the aperture, taking into account the area occupied by the wires ofthe mesh, a cross sectional area at least equal to that of the tube 45 which follows the emulsion.

In this embodiment?y the cap I6 is screwed dlrectly on to the body I3 of the emulsier, which itself forms the chamber, the fuel inlet nozzle in the body I3 being continued vby the tube 45, which communicates by holes 46 with the emulsion chamber. The unit consisting of the member 44, the tube 45 and the wire gauze 43 is locked in the body I 3 by screwing the cap I 6 on to the said body.

'I'he fundamental feature of this carburetor device resides lin the fact that the'air'passages and the fuel passages (spraying nozzles) are distributed between a plurality of vaporization units, which are in fact so many carburetors, the results oi' which are progressively added to one'another.

Theshapes, details and dimensions of each of the parts of the invention may ofcourse be vacams secured to the ends of the pivots of the butterfly valves, a stepped sector adapted to act by its steps upon the said cams, and a single oscillating control lever rigidly associated with the stepped sector, -the said oscillating lever being adapted to act on the said valves through the said sector so as to cause the actions of any of the carburetor elements to be added together to supply to the engine the quantity of carburetted mixture necessary for its operation.

2. A carburetor device for internal combustion engines as claimed in claim l, further comprising return springs constantly tending to close the butterfly valves. y

3. A carburetor device for internal combustion engines as claimed in claim l, further comprising a' suction air passage, and oscillating flap valves located in the suction air passage, the said valves having an appreciable amount of inertia, so as to lag in opening.

, 4. A carburetor device for internal combustion engines comprising an intake manifold; a constant level fuel chamber; a plurality of carburetor elements each constituted by a nozzle in communication with said constant level fuel chamber, a spraying emulsier, 1 andra communication between said nozzle and said emulsiier; diifusion tubes leading from said emulsiflers respectively and in communication with said intake manifold; pivoted butterfly valves in said diffusion tubes above said emulsiflers; and a common oscillating member for controlling said butterfly valves, the axes of the pivots of said butterfly valves being arranged parallel to each other and on an arc of a circle the center of which passes through the axis of oscillation of said control member, which said axis of oscillation is itself parallel to the axes of the butterfly valves.

5. A carburetor device as claimed in claim 4, in which the diffusion tubes of the carburetor elements are in crossA section arranged in staggered relationship.

. 6. A carburetor device asv claimed in claim 4, wherein one of the carburetor elements is adapted for use for the engine in idling, and screw means element.

'7. A carburetor device for internal combustion engines, comprising an intake manifold for the engine; a constant level fuel chamber; a plurality of carburetor elements each constituted by a noazle in communication with said constant level fuel chamber, a spraying emulsifler, and a communication between said nozzle and said emulsifier; diffusion tubes leading from said emulsifiers respectively and in communication with said intake manifold; plvoted butterfly valves associated with the carburetor elements; an oscillating controlling member for the several carburetor elements, the said oscillating controlling member being adapted to cause the actions of any of the carburetor elements to be added together to supply to the engine the quantity of carbureted mixture necessary for its operation, the axes of the pivots of the butterfly valves` being arranged parallel with each other and with the axis of the said controlling member and being arranged on an arc of a circle, the center of which lies on the said'axis of oscillation of the controlling member; a well sunk in the constant level fuel chamber; a starter consisting `of an emulslfying spraying nozzle im- 'mersed in the said well; and ducts connecting the said spraying nozzle to the intake manifold.

8. A carburetor device as claimed in claim 4, further comprising wire gauze strainers across the apertures by which the carburetor elements discharge into the intake manifold and conical nozzles preceding the strainers.

CHARLES SANCTORUM. 

